Engine-manifold



.F. E. ARNDT.

ENGINE MANIFOLD.

AP-PLICATION HLED NOV- 17, I917.

m. m m 9 l N 1 n m R a E mm m N m m P IX F F. E ARNDT. mums MANIFOLD. APPLICATION iFlLED NOV. 17- 1917.

outrun STATES PATENT OFFICE.

E. ARNDT, OF GALION, OHIO, .ASSIG-NOB OF ONE-HALF TO DAVID C. BOYD,

OF GALION, OHIO.

ENGINE-MANIFOLD.

Specification of'Letters Patent. Ifatented Aug. 24,1920.

' Application filed November 17, 1917. Serial No. 202,534.

To all whom it may concern:

Be it known that I, FRANKLIN E. Armor,

-a 'citizen of the United States, residing at Galion, in the county of Crawford and State of Ohio, have invented certain new and useful Improvements in Engine-Manifolds, of

which the following is a specification.

This invention relates to engine manifolds and more particularly to a manifold of that take and exhaust passages and a division wall constructed to provide a central portion which is highly heated by the exhaust gases, and means for directing the incoming charge directly upon the highly heated wall section. I

It is also an important object of the invention to so construct and arrange the charge directing means. that a priming charge of the raw fuel may be supplied to the intake passage of the manifold.

. It is also a further general object of the inventionto improve the device shown in my prior application above referred to in the particulars noted,-without complicating theconstruction thereof or materially increasing its manufacturing cost.

With the above and other objects in view.

the invention consists in the novel features of construction, combination and arrangement of the parts to be hereinafter more fullydescribed, subsequently claimed and illustrated in the accompanying drawings in which similar reference characters designate corresponding parts throughout the several views; and wherein- Figure 1 is a side elevation illustrating-the preferred embodiment of my improved manifold applied to the engine; Fig. 2 is a longitudinal section through the manifold; K

Fig; 3 is a top plan view;

Fig. 4 is a section taken on the line 4.4- of Fig. 2; and

Fig. 5 is a detail elevation of the air valve plate.

Referring in detail to the drawings 5 designates the body of the manifold which, for purposes of'illustration, I have herein shown as applied to a four-cylinder engine. The bottom wall of the manifold body, at its center, is upwardly curved as at 6. This bottom wall also extends at an upward inclination from each side of the central curved section 6 as indicated at 7. The opposite end portions of the body wall of the manifold are downwardly inclined as at 9. The inclined sections 7 and '9 of the manifold wall are formed with the bolt .receiving 70 openings 8 through which the fastening bolts whereby the manifold is secured to .the engine cylinder, extend. The space between this curvilinear bottom wall of the manifold and the top wall thereof constitutes an exhaust receiving chamber 10.

A wall 11 is integrally cast with the bottom wall of the manifold body and is suitably spaced therefrom in parallel relation to the inclined sections 7 of the bottpm wall of said body to form an intake passage 12. In one side wall of-this passage at the opposite ends thereof ports 13 are provided and similar ports 14 are formed in the corresponding side wall of the manifold body and com- -municate with the exhaust passage 10. Upon the. side wall of the manifold which is next adjacent to the engine cylinder, the bosses 15 are formed, said bosses surrounding the respective intake and exhaust ports 13 and 14. These bosses may be connected to the ports of the engine cylinder in any approved manner and are of a sufiicient length to space the manifold wall some distance from the side walls of the engine cylinders.

-.The wall 11 is centrally formed with a downwardly extending, tubular curved neck 16 which is adapted to be connected to the carburetor and through which the gaseous mixture is supplied to the passage 12 for ad mission to the intake ports of the engine cylinders. V

It will be noted that the central curved section 6 in the bottom wall of the manifold body provides a pocket. For the purpose 105 of directing the gaseous charge into this Pocket and against the central portion of the curved wall section 6, I provide the webs or flanges 17. These webs extend upwardly in convergent relation to each other from op-' posite sides of the point of juncture of the neck 16 and the wall 11; Preferably the upper edges of the converging webs 17 are concavely curved as, at 18, to conform to the general outline of the structure, and said upper edges are preferably beveled from t-lIGIr'iIIIIBI' toward their outer faces, as indicated in Fig. 2 for the purpose of allowing free passage for the partially vaporized fuel on its way to the intake ports. Manifestly if these edges were beveled the opposite way they would have a tendency to retard or keep back a part of the vaporized fuel. In practice, I have found that very satisfactory results are obtained, by disposing the webs or flanges 17 at such an inclination with respect to each other, that the distance between the opposed faces of said flanges at their lower ends is approximately twice the distance between these webs at the upper edges. The exhaust gases from the several cylinders of the engine, impinge upon the hottest point of the bottom wall of the manifold body, or in other words upon the apex or center of the curved section 6 of said wall. The gaseous mixture from the carbureter, is directed upwardly by the inclined webs 17 directly upon this central portion of the wall section 6, so that any'solid particles of fuel will be immediately vaporized. The fuel vapor will expand laterally against the sides of the wall section 6 and be directed downwardly thereby and into the upwardly inclined portions of the intake passage 12 from which the vaporized mixture will enter throughthe ports 13 to the engine cylinders.

In the outer side wall of the manifold betweenthe wall section 6 and the web 17,

. a pluralit of air inlet openings 21 are formed. stud bolt 22 is fixed in the manifold wall and upon the same a valve late 23 is rotatably mounted, said plate ikewise having a plurality of openings 24 therein. This valve plate is normall held in frictional enga ement against the ace of the manifold walfby the coil spr' I 25 engaged upon the bolt 22 between the head thereof and the valve plate. An arm 26 is integrally east with the plate 23 to which an operatin rod 27 is connected. By the actuation 0 this rod, the valve plate may be rotated to register the openings 24' therein with the openings 21 and thus admit atmospheric air .to the passage 12.

By the provision of the air valve above described,-the possibilit of preignition of the gaseous charge may e obviated, thereby eliminating waste of the fuel and also assuring greater efficiency in operation. In starting the motor when cold, a priming charge of. gasolene or other fuel may be introduced into the intake passage 12 through the air valve 0 enings. These openings are located imme iately above the outer inclined faces of the webs 17. The liguid fuel will collect upon the wall-11 a jacent to these webs 17 and will be drawn into the engine cylinders in the first reciprocation of the pistons, followed b the gaseous mixture from the carbureter. hus the engine can be quickly started and in the subsequent operation thereof a less volatile oil, such for instance as kerosene can be used. By directing the low ade fuel directly into contact with the hig ly heated wall 6 of the manifold body, its instant vaporization occurs so that no particles of liquid fuel will be drawn into the engine cylinders. I have demonstrated, that the manifold construction improved in the particulars above explained, is highly efiicient, and assures a vaporized gaseous mixture which is highly combustible underall operating speeds of the engine.

The curved wall section 6 in the manifold body which forms a pocket communicating with the intake passagedirectly opposite the carbureter' connection, is of particular advantage when the engine is being operated at low speed, and there is a relatively small volume of exhaust as delivered from the engine 0 linders. his curved wall being located 0 osel contiguous to the adjacent mlet ports of t e exhaust passage, will as above stated be heated to a very high degree so that a thorough vaporization of the mixture is assure even when operating at low speeds. This feature is also shown in my co-pending application for atent hereinbefore referred to, but in the atter case the directing webs 17 are not provided, and in lieu thereof a transverse web is arran ed at the open side of the pocket to receive the priming charge. This web to some extent prevents the' entrance of the mixture into the pocket, so that only a portion of the mixture will have contact with the pocket wall. It will of course be understood that in the operationof the improved device as above explained, the air valve is completely closed, this valve onl bein o ened when operating at high spee in w ich case the wall sections 6 and 7 may become too highly heated..'

I have above described the preferred form and construction of the several parts of the manifold, but it is of course to be understood that in the practical adaptation of the manifold of various types of motor vehicle engines, minor mechanical variations in the several structural parts may be required, so that in so far as the subject matter of the present application is concerned, it can be readily employed in connection with manifolds of different form and construction. I, therefore, reserve the privilege of resorting to all such legitimate modifications as may be fairly embodied within the spirit and scope of the invention as claimed.

Having thus fully described my invention, what I claim and desire to secure by Letters Patent is:

1. An engine manifold having intake and exhaust passages and a wall separating said passages having a portion projecting into the exhaust passage for the impingement of the exhaust gases thereon, said manifold having a carbureter connection communicating with the intake passage and means extending into the intake passage at the juncture of the carbureter connection with the manifold to direct the incoming gaseous charge upon the pro'ectin portion of said wall of the manifold, said means in conjunction with the wall of the intake passage being adapted to retain a priming charge in the passage and prevent the priming charge flowing into the carbureter connection.

2. A manifold for internal combustion engines having intake and exhaust passages separated by a, division wall, said wall having a section projecting into the exhaust passage, a carbureter connection to the intake passage of the manifold, and convergently inclined webs located at opposite sides of the carbureter connection to direct the incoming gaseous charge across the intake passage and into contact with said projecting portion of the manifold wall, one side wall of the manifold having an air inlet opening located immediately above the outer face of the subjacent inclined web and through which a priming charge may be directed upon said face of the web for collection within the intake passage.

In testimony whereof I afiix my signature in the presence of two witnesses.

FRANKLIN E. ARNDT.

Witnesses:

DEAN C. TALBo'rT, PAUL A. Pors'ma. 

